Platform lip impingement features

ABSTRACT

An exemplary gas turbine engine includes a turbine section positioned about an engine central longitudinal axis. The turbine section includes a component with a platform providing a lip, a rail extending radially from the platform and at an axial location spaced from an outer axial extension of the lip. An inner face of the rail and a surface of the platform at least partially provide a cavity. At least one opening extends from the inner face to an outer face of the rail opposite the inner face to provide fluid communication from the cavity to the lip.

CROSS-REFERENCED TO RELATED APPLICATION

This application is a continuation of U.S. application Ser. No.15/884,473, which was filed on Jan. 31, 2018.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

This invention was made with Government support under W58RGZ-16-C-0046awarded by the United States Army. The Government has certain rights inthis invention.

BACKGROUND

This disclosure relates to cooling for a component of a gas turbineengine, and more particularly a component having one or more impingementcooling features.

Gas turbine engines can include a fan for propulsion air and to coolcomponents. The fan also delivers air into an engine core where it iscompressed. The compressed air is then delivered into a combustionsection, where it is mixed with fuel and ignited. The combustion gasexpands downstream and drives turbine blades. Static vanes arepositioned adjacent to the turbine blades to control the flow of theproducts of combustion. The blades and vanes are subject to extremeheat, and thus cooling schemes are utilized for each.

SUMMARY

A gas turbine engine according to an example of the present disclosureincludes a turbine section positioned about an engine centrallongitudinal axis. The turbine section includes a component with aplatform providing a lip, a rail extending radially from the platformwith respect to the engine central longitudinal axis and at an axiallocation spaced from an outer axial extension of the lip. An inner faceof the rail and a surface of the platform at least partially provide acavity. An opening extends from the inner face to an outer face of therail opposite the inner face to provide fluid communication from thecavity to the lip. A cross section of the opening at the outer face hasa height extending in a first direction along the outer face and a widthextending in a second direction along the outer face. The firstdirection is different than the second direction, and the width isgreater than the height.

In a further embodiment according to any of the foregoing embodiments,the cross section is arc-shaped, the width is a circumferential widthwith respect to the arc-shape, and the height is a radial height withrespect to the arc-shape.

In a further embodiment according to any of the foregoing embodiments,the cross section is rectangular, and the width is a rectangular widthperpendicular to the height.

In a further embodiment according to any of the foregoing embodiments,the gas turbine engine includes a plurality of circumferentially spacedopenings extending from the inner face to the outer face.

In a further embodiment according to any of the foregoing embodiments,the rail is an aft rail of a platform of a vane.

In a further embodiment according to any of the foregoing embodiments,the opening is angled such that an axis through the opening intersects aradially inner surface of the lip at a target point configured toreceive the fluid communication from the cavity to the lip.

In a further embodiment according to any of the foregoing embodiments,the gas turbine engine has a sloped flow diverter at the outer face.

A gas turbine engine according to an example of the present disclosureincludes a turbine section positioned about an engine centrallongitudinal axis. A vane section within the turbine section includes aplatform providing a lip and a rail extending radially from the platformwith respect to the engine central longitudinal axis and at an axiallocation spaced from an outer axial extension of the lip. An inner faceof the rail and a surface of the platform at least partially provide acavity. An opening extends from the inner face to an outer face of therail opposite the inner face to provide fluid communication from thecavity to the lip. The opening is angled such that an axis extendingthrough the opening intersects a radially inner surface of the lip at atarget point configured to receive the fluid communication from thecavity to the lip.

In a further embodiment according to any of the foregoing embodiments,the axis of the opening and the engine center axis define an anglebetween 20 and 60 degrees.

In a further embodiment according to any of the foregoing embodiments,the gas turbine engine includes a rotor section axially aft of the vanesection and having a blade extending from a rotor platform. The targetpoint is axially forward of a forward-most surface of the rotorplatform.

In a further embodiment according to any of the foregoing embodiments, aportion of the platform of the vane section is radially outward of andaxially aligned with a portion of the rotor platform to provide a radialgap therebetween.

In a further embodiment according to any of the foregoing embodiments,the opening is angled to direct the fluid communication axially alonginner surface of the lip and through the radial gap.

In a further embodiment according to any of the foregoing embodiments,wherein the inner surface of the lip extends axially from the outer faceof the rail to an aft-most edge of the platform, and the inner surfaceof the lip is parallel with the engine central longitudinal axis.

A gas turbine engine according to an example of the present disclosureincludes a turbine section positioned about an engine centrallongitudinal axis. A vane section within the turbine section includes aplatform providing a lip and having a rail extending radially from theplatform with respect to the engine central longitudinal axis and at anaxial location spaced from an outer axial extension of the lip. An innerface of the rail and a surface of the platform at least partiallyprovide a cavity. A first opening extends from the inner face to anouter face of the rail opposite the inner face to provide fluidcommunication from the cavity to the lip. A support includes a bodyportion radially inward of the platform and an extension extendingradially outward from the body portion, the extension provides a matingface to interface with the outer face of the rail. The extensionprovides a second opening radially and circumferentially aligned withthe first opening. The first opening has a first cross sectional area atthe outer face, the second opening has a second cross sectional area atthe mating face, and the first cross sectional area is different fromthe second cross sectional area.

In a further embodiment according to any of the foregoing embodiments,the first cross sectional area is greater than the second crosssectional area.

In a further embodiment according to any of the foregoing embodiments,the first cross sectional area includes a first portion radially outwardof the second cross sectional area and a second portion radially inwardof the second cross sectional area.

In a further embodiment according to any of the foregoing embodiments,the second cross sectional area is greater than the first crosssectional area.

In a further embodiment according to any of the foregoing embodiments,the second cross sectional area includes a first portion radiallyoutward of the first cross sectional area and a second portion radiallyinward of the first cross sectional area.

In a further embodiment according to any of the foregoing embodiments,one of the first opening and second opening is angled such that an axisthrough the opening intersects a radially inner surface of the lip at atarget point configured to receive the fluid communication from thecavity to the lip.

In a further embodiment according to any of the foregoing embodiments,the other of the first opening and the second opening has a greatercross sectional area than the one of the first opening and the secondopening.

These and other features disclosed herein can be best understood fromthe following specification and drawings, the following of which is abrief description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematically illustrates an example gas turbine engine.

FIG. 2 shows an example section of a gas turbine engine.

FIG. 3 schematically illustrates a fluid flow through an example sectionof a gas turbine engine.

FIG. 4A is a sectional view of example openings.

FIG. 4B is a sectional view of other example openings.

FIG. 4C schematically illustrates a cooling arrangement according to theexamples in FIGS. 4A and 4B.

FIG. 5 schematically illustrates another example cooling arrangement.

FIG. 6A schematically illustrates another example cooling arrangement.

FIG. 6B schematically illustrates another example cooling arrangement.

FIG. 7A schematically illustrates another example cooling arrangement.

FIG. 7B schematically illustrates another example cooling arrangement.

FIG. 7C schematically illustrates another example cooling arrangement.

FIG. 8 schematically illustrates another example cooling arrangement.

FIG. 9 schematically illustrates another example cooling arrangement.

FIG. 10 schematically illustrates another example cooling arrangement.

FIG. 11 schematically illustrates another example cooling arrangement.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-spool turbofan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. Alternative engines mightinclude an augmentor section (not shown) among other systems orfeatures. The fan section 22 drives air along a bypass flow path B in abypass duct defined within a nacelle 18, and also drives air along acore flow path C for compression and communication into the combustorsection 26 then expansion through the turbine section 28. Althoughdepicted as a two-spool turbofan gas turbine engine in the disclosednon-limiting embodiment, it should be understood that the conceptsdescribed herein are not limited to use with two-spool turbofans as theteachings may be applied to other types of turbine engines includingthree-spool architectures.

The exemplary engine 20 generally includes a low speed spool 30 and ahigh speed spool 32 mounted for rotation about an engine centrallongitudinal axis A relative to an engine static structure 36 viaseveral bearing systems 38. It should be understood that various bearingsystems 38 at various locations may alternatively or additionally beprovided, and the location of bearing systems 38 may be varied asappropriate to the application.

The low speed spool 30 generally includes an inner shaft 40 thatinterconnects a fan 42, a first (or low) pressure compressor 44 and afirst (or low) pressure turbine 46. The inner shaft 40 is connected tothe fan 42 through a speed change mechanism, which in exemplary gasturbine engine 20 is illustrated as a geared architecture 48 to drivethe fan 42 at a lower speed than the low speed spool 30. The high speedspool 32 includes an outer shaft 50 that interconnects a second (orhigh) pressure compressor 52 and a second (or high) pressure turbine 54.A combustor 56 is arranged in exemplary gas turbine 20 between the highpressure compressor 52 and the high pressure turbine 54. A mid-turbineframe 57 of the engine static structure 36 is arranged generally betweenthe high pressure turbine 54 and the low pressure turbine 46. Themid-turbine frame 57 further supports bearing systems 38 in the turbinesection 28. The inner shaft 40 and the outer shaft 50 are concentric androtate via bearing systems 38 about the engine central longitudinal axisA which is collinear with their longitudinal axes.

The core airflow is compressed by the low pressure compressor 44 thenthe high pressure compressor 52, mixed and burned with fuel in thecombustor 56, then expanded over the high pressure turbine 54 and lowpressure turbine 46. The mid-turbine frame 57 includes airfoils 59 whichare in the core airflow path C. The turbines 46, 54 rotationally drivethe respective low speed spool 30 and high speed spool 32 in response tothe expansion. It will be appreciated that each of the positions of thefan section 22, compressor section 24, combustor section 26, turbinesection 28, and fan drive gear system 48 may be varied. For example,gear system 48 may be located aft of combustor section 26 or even aft ofturbine section 28, and fan section 22 may be positioned forward or aftof the location of gear system 48.

The engine 20 in one example is a high-bypass geared aircraft engine. Ina further example, the engine 20 bypass ratio is greater than about six(6), with an example embodiment being greater than about ten (10), thegeared architecture 48 is an epicyclic gear train, such as a planetarygear system or other gear system, with a gear reduction ratio of greaterthan about 2.3 and the low pressure turbine 46 has a pressure ratio thatis greater than about five. In one disclosed embodiment, the engine 20bypass ratio is greater than about ten (10:1), the fan diameter issignificantly larger than that of the low pressure compressor 44, andthe low pressure turbine 46 has a pressure ratio that is greater thanabout five 5:1. Low pressure turbine 46 pressure ratio is pressuremeasured prior to inlet of low pressure turbine 46 as related to thepressure at the outlet of the low pressure turbine 46 prior to anexhaust nozzle. The geared architecture 48 may be an epicycle geartrain, such as a planetary gear system or other gear system, with a gearreduction ratio of greater than about 2.3:1. It should be understood,however, that the above parameters are only exemplary of one embodimentof a geared architecture engine and that the present invention isapplicable to other gas turbine engines including direct driveturbofans.

A significant amount of thrust is provided by the bypass flow B due tothe high bypass ratio. The fan section 22 of the engine 20 is designedfor a particular flight condition—typically cruise at about 0.8 Mach andabout 35,000 feet (10,668 meters). The flight condition of 0.8 Mach and35,000 ft (10,668 meters), with the engine at its best fuelconsumption—also known as “bucket cruise Thrust Specific FuelConsumption (′TSFC)”—is the industry standard parameter of lbm of fuelbeing burned divided by lbf of thrust the engine produces at thatminimum point. “Low fan pressure ratio” is the pressure ratio across thefan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The lowfan pressure ratio as disclosed herein according to one non-limitingembodiment is less than about 1.45. “Low corrected fan tip speed” is theactual fan tip speed in ft/sec divided by an industry standardtemperature correction read [(Tram ° R)/(518.7° R){circumflex over( )}0.5. The “Low corrected fan tip speed” as disclosed herein accordingto one non-limiting embodiment is less than about 1150 ft/second (350.5meters/second).

FIG. 2 shows selected portions of a section 60 of a gas turbine engine,such as the turbine section 28 of the engine 20 of FIG. 1. Although aturbine section is disclosed as an example, the teachings of thisdisclosure may also benefit a compressor section. In this example, thesection 60 includes one or more vane sections 61, each having an airfoilsection 62 extending between an inner platform 63 and an outer platform64. The vane section 61 is spaced axially from one or more rotorsections 65. The rotor sections 65 may each include a rotor disk 66carrying one or more blades 67 extending from a platform 68 and forrotation about the engine central longitudinal axis A. The rotorsections 65 may include a blade outer air seal 69 (“BOAS”) radiallyoutward of the blades 67. Although the exemplary arrangements discussedherein refer to the inner platform 63 of the vane section 61, otherengine components of the section 60 can benefit from the teachingsherein, such as the outer platform 64 of the vane section 61, theplatform 68 of the rotor blade 67, and the BOAS 69, for example.

A fluid source 84 communicates fluid flow F_(S) (shown schematically),such as cooling air, through the outer platform 64, and into internalchannel 86 of the airfoil section 62. Air then passes through an opening79 in the platform 63 to a cavity 78. The cavity 78 is provided at leastpartially by the platform 63 and an aft rail 72 and forward rail 73extending inwardly from the platform 63. The aft rail 72 is at an axiallocation spaced from an outer axial extension 77 of a lip 70 of platform63. A portion F_(C) of the fluid may then exit the cavity 78 through anorifice 87 in a support 88, one non-limiting example being a seal,radially inward of the platform 63 to the pressurized cavity 89 betweenadjacent rotor disks 66. In the prior art, leakage flow from the cavity89 was utilized to cool various parts of the section 60, such as the lip70 of the platform 63. However, this leakage flow was often at hightemperature when it reached the lip 70, due to the pressurizing of thecavity 89 and convective heat transfer from other components in thesection 60.

FIG. 3 schematically illustrates a fluid F_(S) flowing through a portionof an example vane section 161. In this disclosure, like referencenumerals designate like elements where appropriate, and referencenumerals with the addition of one-hundred or multiples thereof designatemodified elements that are understood to incorporate the same featuresand benefits of the corresponding original elements. Fluid F_(S) flowsthrough the internal channel 186 through the opening 179 in the platform163 to a cavity 178. The cavity 178 is provided by an inner or forwardface 174 of the rail 172, an inner or aft face 175 of a forward rail 173spaced axially from the rail 172, an undersurface 176 of the platform163 opposite the airfoil section 162, and a radially outer surface 183of an annular main body portion 181 of the support 188.

One or more openings 180 extend from the inner face 174 of the rail 172to an outer or aft face 182 of the rail 172 opposite the face 174 toprovide fluid communication from the cavity 178 to the lip 170 of theplatform 163. The example openings 180 utilize a portion of the flowF_(S) to provide a dedicated impingement cooling flow F_(I) from thecavity 178 to the lip 170. The lip 170 is exposed to high temperaturesfrom the gas path and due to its proximity to the rotating rotorplatform lip 171. In the example, a second portion F_(C) of the flowF_(S) exits the cavity 178 through the orifice 187 in the support 188 tothe pressurized cavity 189. Although the exemplary arrangementsdiscussed herein refer to an aft or trailing edge lip 170, a forward orleading edge lip of any of the examples could benefit from the teachingsherein. As shown, a portion of the lip 170 may be radially outward ofand axially aligned with a forward lip 171 of an adjacent rotor platform168. A radial gap G is provided between the lip 170 and the lip 171. Thefluid flow F_(I) is directed through the gap G in some examples.

FIG. 4A illustrates an example arrangement of circumferentially spacedopenings 280A in a rail 272A (such as rail 72 of FIG. 2) of a platform263A. The example openings 280A are slot-shaped, in that, with referenceto the cross section C_(A) of the opening 280A at the aft face 282A, awidth W_(A) is greater than a height H_(A). The openings 280A each havean arc-shaped cross section C_(A), such that the width W_(A) is acircumferential width with respect to the arc-shape and the height H_(A)is a radial height with respect to the arc-shape. Other shapes having agreater width than height may be utilized. In some examples, theopenings 280A extend circumferentially about the engine centrallongitudinal axis A (see FIG. 2), such that the width W_(A) is acircumferential width about the axis A and the height H_(A) is a radialheight. In some examples, the height H_(A) is 4-60% of the width W_(A).The height H_(A) may range from about 0.012 inches to 0.030 inches(about 0.30 mm to 0.76 mm), and the width W_(A) may range from about0.050 inches to 0.300 inches (about 1.27 mm to 7.62 mm) in someexamples. A pitch distance P_(A) is defined by the distance betweenmidpoints M₁ and M₂ of adjacent openings 280A. The midpoints M₁, M₂ aredefined relative to the width W_(A) of their respective openings 280A.In some examples, a coverage ratio is defined by the width W_(A) of anopening 280A divided by the average pitch distance P_(A) to one or twodirectly adjacent openings and ranges from about 20% to 80%. Theopenings 280A may have a constant or varying cross sectional area asthey extend axially from the face 274A to the face 282A. Although fourslot-shaped openings 280A are shown in the example, more or feweropenings may be utilized in other examples.

FIG. 4B illustrates another example arrangement of slot-shaped openings280B, which is generally similar to arrangement of the openings 280A,except that the openings 280B have a rectangular cross section CB at theface 282B. The width W_(B) is a rectangular width, the height H_(B) is arectangular height, and the width W_(B) is perpendicular to the heightH_(B). The dimensional values and relationships H_(A)/W_(A)/P_(A)disclosed in the example openings 280A could also be utilized forH_(B)/W_(B)/P_(B) in openings 280B in some examples.

As shown schematically in FIG. 4C, with continued reference to FIGS. 4Aand 4B, in some applications, providing openings 280A/280B that areslot-shaped provides improved cooling to the lip 270A/270B. Providingslot-shaped openings 280A/280B may reduce a vortex component of thefluid flow F_(I) flowing through the openings 280A/280B, as comparedwith other shapes, such as cylindrical shapes in some applications. Thisreduction in the vortex component of the fluid flow F_(I) results in areduction of hot fluid F_(H) drawn up toward the lip 270A/270B, such ashot air from the gas path off the lip 271A/271B of an adjacent rotorblade. The slot-shaped openings 280A/280B may further provide a greatersurface area of fluid flow F_(I) between the hot fluid F_(H) and the lip271A/271B, as compared with other shapes, which may result in betterinsulation of the lip 270A/270B and increased cooling. The slot-shapedopenings 280A/280B may also provide greater volume of fluid flow F_(I)than other shapes.

FIG. 5 schematically illustrates another cooling arrangement of anexample vane section 361. An example rail 372 of a platform 363 providesangled openings 380 extending from the cavity 378, such that an axis 390extending through each opening 380 extends from the cavity 378 towardthe lip 370, the example axis 390 extending radially outward as itextends axially aft. The openings 380 may be angled such that the axis390 intersects a target point 391 on the inner surface 392 of the lip370. The target point 391 is configured to receive the fluid flow F_(I),which then flows aft along the surface 392 of the lip 370 to provideimpingement cooling to the lip 370. The flow F_(I) may flow axiallyalong the surface 392 through a radial gap G between the lip 371 and thelip 370. In some examples, the surface 392 extends parallel to theengine central longitudinal axis A from the outer face 382 of the rail372 to the aft-most edge surface 393 of the platform 363. The openings380 may have any cross sectional shape, including those shown in FIGS.4A and 4B or a cylindrical cross section in some examples.

The target point 391 may be axially forward of the forward-most face 394of the rotor platform lip 371, such that the fluid F_(I) flowing out ofthe openings 380 toward the lip 370 may avoid contacting the rotorplatform lip 371 before reaching the target point 391. In some examples,the axis 390 forms an angle 395 with the engine central longitudinalaxis A between 20 and 60 degrees. The target point 391 may be axiallycloser to the face 382 than the surface 393.

FIG. 6A schematically illustrates an example cooling arrangement of avane section 461A. A rail 472A includes a flow diverter 496A fordiverting the flow F_(I) toward the lip 470A. The example flow diverter496A includes an attachment portion 497A for attaching the flow diverter496A to the aft face 482A of the rail 472A at a section radially inwardof the openings 480A and a diverting portion 498A for diverting thefluid F_(I) toward the lip 470A. The diverting portion 498A is slopedsuch that it extends radially outward as it extends axially aft fordeflecting the fluid F_(I) outward toward the lip 470. In some examples,the example flow diverter 496A may be a piece of sheet metal attached tothe rail 472A, such as by welding. As one alternative, the flow diverter496A may be cast as part of the rail 472A. The rail 472A may include asingle flow diverter 496A that extends along multiple openings 480A ormay include an individual flow diverter 496A for each of the openings480A. In some examples, the flow diverter 496A is axially between theface 482A and the forward-most edge face 494A of the adjacent rotorplatform lip 471A. All or a portion of the flow diverter 496A may beradially outward of the adjacent rotor platform lip 471A. As shown, theopenings 480A are substantially parallel to the engine centrallongitudinal axis A, but the flow diverter 496A may also be utilizedwith angled openings, such as those shown in FIG. 5, for example. Theopenings 480A may have any cross sectional shape, including those shownin FIGS. 4A and 4B or a cylindrical cross section in some examples.

The example flow diverting portion 498A is concave, and the concavesurface receives and diverts the fluid F_(I). An axis 490A tangential tothe diverting portion 498A at the radially outer edge 499A of thediverting portion 498A intersects the lip 470A at target point 491A.Thus, the flow F_(I) is directed to the target point 491A and axiallyaft along the radially inner surface 492A of the lip 470A. In theexample, the target point 491A is axially forward the face 494A. Theflow F_(I) may be directed along the surface 492A through a radial gap Gbetween the lip 470A and the lip 471A. The radially outer edge 499A ofthe example diverting portion 498A is radially outward of the openings480A.

FIG. 6B schematically illustrates an example cooling arrangement of avane section 461B generally similar to the arrangement shown in FIG. 6A,except that the flow diverting portion 498B has a constant slope, andthe axis 490B is an extension of the slope. The axis 490B intersects thelip 470B at target point 491B, such that the flow F_(I) is directed tothe target point 491B and axially aft along the radially inner surface492B of the lip 470B. In the example, the target point 491B is axiallyforward of the forward-most face 494B of the adjacent rotor lip 471B.The flow F_(I) may be directed along the surface 492B of the lip 470Bthrough a radial gap G between the lip 470B and the lip 471B.

FIG. 7A illustrates an example vane section 561A. in which openings 580Aare provided in the rail 572A and openings 502A are provided in anextension 585A of the support 588A, which extends radially outward ofthe openings 580A. In the example, both of the openings 580A and 502Aare angled to extend radially outward and axially aft such that an axis590A extending through both of the openings 580A and 502A intersects atarget point 591A on the inner surface 592A of the lip 570A. Theopenings 580A and 502A may be angled between 20 and 60 degrees with theengine central longitudinal axis A in some examples. The target point591A may be axially forward of a forward-most face 594A of an adjacentrotor platform lip 571A. In other examples, one or both of the openings580A and 502A are parallel to the engine central longitudinal axis A.The openings 580A and 502A may be machined or drilled after the support588A receives the platform 563A. The openings 580A and 502A are radiallyand circumferentially aligned at the face 582A and a forward or matingface 504A of the extension 585A to provide fluid communication betweenthe cavity 578A and the lip 570A. The mating face 504A interfaces withthe face 582A.

FIG. 7B illustrates another example vane section 561B generally similarto that of FIG. 7A, except that the openings 502B have a greater crosssectional area 503B at the face 504B of the extension 585B than thecross sectional area 505B of the openings 580B at the face 582B. Thissize relationship between the openings 502B and 580B provides addedtolerance for fluid communication between the openings 502B and 580B,such that the extension 585B does not prevent fluid communicationbetween the cavity 578B and the lip 570B through the openings 580B. Asone example, a radial height 508B of the opening 502B at the face 504Bis greater than a radial height 510B of the opening 580B at the face582B. A portion 511B of the opening 502B at the face 504B extendsradially outward of the opening 580B at the face 582B, and a portion512B of the opening 502B at the face 504B extends radially inward of theopening 580B at the face 582B. In some examples, the radial height 508Bis at least 0.100 inches greater than the radial height 510B. Theopenings 580B are angled to extend radially outward such that an axis590B extending through the openings 580B intersects a target point 591Bon the inner surface 592B of the lip 570B. The openings 580B may beangled between 20 and 60 degrees with the engine central longitudinalaxis A in some examples. The openings 502B may be sized such that theaxis 590B does not intersect with the radially outer edge 506B of theopening 502B. The opening 502B extends parallel to the engine centrallongitudinal axis A in some examples. The cross section of the opening502B may be constant or varying as the opening 502B extends axially.

FIG. 7C shows another example vane section 561C generally similar tothat of FIGS. 7A and 7B, except that the openings 580C have a greatercross sectional area 505C at the aft face 582C of the rail 572C than thecross sectional area 503C of the opening 502C at the forward face 504Cof the extension 585C. This size relationship between the openings 502Cand 580C provides added tolerance for fluid communication between theopenings 502C and 580C such that the extension 585C does not preventfluid communication between the cavity 578C and the lip 570C. As oneexample, a radial height 510C of the opening 580C at the face 582C isgreater than a radial height 508C of the opening 502C at the face 504C.In some examples, the radial height 510C is at least 0.100 inchesgreater than the radial height 508C. A portion 513C of the opening 580Cat the face 582C extends radially outward of the opening 502C at theface 504C, and a portion 514C of the opening 580C at the face 582Cextends radially inward of the opening 502C at the face 504C. Theopenings 502C are angled such that an axis 590C extending through theopenings 502C intersects a target point 591C on the inner surface 592Cof the lip 570C. The openings 502C may be angled between 20 and 60degrees with the engine central longitudinal axis A in some examples.The openings 580C may extend parallel to the engine center axis A insome examples. The cross section of the opening 580C may be constant orvarying as the opening 580C extends axially.

Referring to FIGS. 7A-7C generally, the openings 580A/580B/580C and502A/502B/502C may have any cross sectional shape, including those shownin FIGS. 4A and 4B or a cylindrical cross section in some examples.

FIG. 8 illustrates an example outer platform 664 having openings680A/680B in support rails 672A/672B. The rails 672A/672B and platform664 provide a cavity 678, and the openings 680A/680B communicate fluidF_(I) between a cavity 678 and the respective lips 670A/670B of theplatform 664. The openings 680A/680B may be included in one or bothsupport rails 672A/672B.

FIG. 9 illustrates an example inner platform 763 having a forward rail773 having openings 780. The openings 780 communicate fluid F_(I) from acavity 778 provided at least partially by the rail 773 and the platform763 to a forward lip 770.

FIG. 10 illustrates a rotor blade 867 including a rotor platform 868having openings 880 in a buttress 872 extending inwardly from the rotorplatform 868. The openings 880 communicate a fluid F_(I) from a cavity878 provided at least partially by the platform 868 and the buttress 872to a lip 870 of the platform 868.

FIG. 11 illustrates a BOAS 969 having openings 980 in a support rail972. The openings 980 communicate fluid F_(I) from a cavity 978 providedat least partially by the BOAS 969 and the rail 972 to a lip 970.

It should be understood that relative positional terms such as“forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like arewith reference to the normal operational attitude of the vehicle andshould not be considered otherwise limiting.

Although the different examples have the specific components or featuresshown in the illustrations, embodiments of this disclosure are notlimited to those particular combinations. It is possible to use some ofthe components or features from one of the examples in combination withfeatures or components from another one of the examples.

One of ordinary skill in this art would understand that theabove-described embodiments are exemplary and non-limiting. That is,modifications of this disclosure would come within the scope of theclaims. Accordingly, the following claims should be studied to determinetheir true scope and content.

What is claimed is:
 1. A gas turbine engine, comprising: a turbinesection positioned about an engine central longitudinal axis; theturbine section including a component including a platform providing alip; a rail extending radially from the platform with respect to theengine central longitudinal axis and at an axial location spaced from anouter axial extension of the lip, wherein an inner face of the rail anda surface of the platform at least partially provide a cavity; and atleast one opening extending from the inner face to an outer face of therail opposite the inner face to provide fluid communication from thecavity to the lip; and a sloped flow diverter at the outer face fordiverting the fluid to the lip.
 2. The gas turbine engine as recited inclaim 1, wherein the flow diverter comprises a piece of sheet metalattached to the rail.
 3. The gas turbine engine as recited in claim 1,wherein the flow diverter includes an attachment portion for attachmentto the rail and a sloped diverting portion.
 4. The gas turbine engine asrecited in claim 3, wherein the sloped diverting portion extendsradially outward as it extends axially aft.
 5. The gas turbine engine asrecited in claim 4, wherein the flow diverter comprises a piece of sheetmetal attached to the rail.
 6. The gas turbine engine as recited inclaim 5, wherein the piece of sheet metal is welded to the rail.
 7. Thegas turbine engine as recited in claim 1, comprising: a rotor sectionadjacent the component, the rotor section including a rotor componentwith a rotor platform lip, wherein the flow diverter is axially betweenthe outer face and a forward-most edge face of the adjacent rotorplatform lip.
 8. The gas turbine engine as recited in claim 7, whereinat least a portion of the flow diverter is radially outward of the rotorplatform lip.
 9. A gas turbine engine, comprising: a turbine sectionpositioned about an engine central longitudinal axis; and at least onerotor section within the turbine section including a rotor platformincluding a rotor platform lip, a buttress extending inwardly from therotor platform and including an opening, a cavity provided at leastpartially by the platform and the buttress, wherein the opening isconfigured to provide fluid communication from the cavity to the rotorplatform lip.
 10. The gas turbine engine as recited in claim 9, whereina portion of the platform of the rotor section is radially outward ofand axially aligned with a portion of a vane platform of an adjacentvane section to provide a radial gap therebetween.
 11. The gas turbineengine as recited in claim 10, wherein the opening is angled to directthe fluid communication axially along an inner surface of the rotorplatform lip and through the radial gap.
 12. The gas turbine engine asrecited in claim 9, wherein the opening is angled such that an axisextending through the opening intersects a radially inner surface of therotor platform lip at a target point configured to receive the fluidcommunication from the cavity to the rotor platform lip.
 13. The gasturbine engine as recited in claim 12, wherein the axis of the at leastone opening and the engine central longitudinal axis define an anglebetween 20 and 60 degrees.
 14. The gas turbine engine as recited inclaim 9, wherein the opening is an elongated slot.
 15. A gas turbineengine, comprising: a turbine section positioned about an engine centrallongitudinal axis; and at least one blade outer air seal within theturbine section including a seal portion providing a seal surface, asecond surface opposite the seal surface, and a lip, a support railextending from the second surface and including an opening, a cavityprovided at least partially by the support rail and the second surface,wherein the opening is configured to provide fluid communication fromthe cavity to the lip.
 16. The gas turbine engine as recited in claim15, wherein the opening is angled such that an axis extending throughthe opening intersects a radially inner surface of the lip at a targetpoint configured to receive the fluid communication from the cavity tothe lip.
 17. The gas turbine engine as recited in claim 16, wherein theaxis of the at least one opening and the engine central longitudinalaxis define an angle between 20 and 60 degrees.
 18. The gas turbineengine as recited in claim 15, wherein the opening is an elongated slot.19. The gas turbine engine as recited in claim 15, comprising a slopedflow diverter at the support rail for diverting the fluid to the lip.20. The gas turbine engine as recited in claim 19, wherein the flowdiverter comprises a piece of sheet metal attached to the rail.